Steam-engine



(NoModel) 'A. S. HOMMES.`

STEAM ENGINE. 4 No. 413,231. Patented O'ot. 22, 1889.

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UNITED STATES PATENT OFFICE.

ADDISON S. IIODGES, OF CHELSEA, MASSACHUSETTS.

STEAM=ENGIN`E.

SPECIFICATION forming part of Letters Patent No. 413,231, dated October 22, 1889. Application ledlebruary 4, 1889. Serial No. 298,654. (No model.) A

To @ZZ whom it may concern.:

Be it known that I, ADDISON S. HoDGEs, a citizen of the United States, and a resident of Chelsea, in the county of Suffolk and State of Massachusetts, have invented new and useful Improvements in Steam-Engines, of which the following, taken in connection with the accompanying drawings, is a specilication.

This invention relates to improvements in steam-engines, water-motors, or liquid-meters, and it is carried out as follows, reference being had to the accompanying drawings, wherein- Figure 'l represents a central longitudinal section of the improved engine. Fig. 2 represents a cross-section on the lineA B, shown in Fig. l; and Fig. 3 represents a detail plan view of the reciprocating pistons and their ported connecting-pipe.

Similar letters refer to similar parts Wherever they occur on the different parts of the drawings.

a represents the frame or base-plate, to which are secured in a suitable manner the cylinders C and D andthe pillow-block b, as

shown in Fig. l. In the pillow-block or bearing l) is journaled the driving-shaft e, having secured to it the balance-Wheel E and crank e', as is usual in steam or other engines.

e is the crank-pin on the crank e in the ordinary manner.

The cylinders C and D are arranged centrally in a line with each otherat a proper distance apart and are open in their outer ends, as shown in Fig. l. of said cylinders are secured, respectively, the annular flanges C and D', that are connected to or cast in one piece with the pipe F, as shown in Fig. l, said pipe being' provided with a supply branch F, that is to be suitably connected to the steam or other press ure supply in any well-known manner.

Within the cylinders C and D are located the respective pistons c d, provided with peripheral packing-rings, as usual, so that said pistons may fit steam-tight inl the said respective cylinders C and D. The pistons c and d are rigidly connected together by means of the central longitudinal pipe G, which pipe is closed midway between its ends by means of the division-wall or diaphragm G', as shown in Fig. 1. Said pipe has at or near the junction with the piston C one or more To the inner endsl ports or perforations c c, and likewise at or near the junction with the piston D one "or more perforations or ports d d', as shown in Figs. l and 2. In addition to said ports the pipe G has on opposite sides of the central division-wall or diaphragm Cr the respective ports or perforations c and d, as shown in said Figs. l and 3.

The cylinder C has at or near its inner end anexhaust brauch C3, that communicates with the circumferential exhaust-groove cs on the interior of the cylinder C, as shown in Fig. l. D3 isa corresponding exhaust branch on the cylinder D, communicating with the circumferential exhaust-groove d3 on the interior of said cylinder D, as shown in said Fig. l. To the outer end of the piston c is pivoted in a suitable manner at E the connecting-rod E the opposite end of which is connected to the crank-pin e, as shown in Fig. l.

Within the connecting-pipe F, at or near the junction with the flange C', is arranged the packingring c4, packing c5, and adjustable screw-threaded gland c, for the purpose of eecting asteam-tight connection between the interior of the vpipe F and exterior of the connectingpipe G, as shown in Figi. d4, d5, and d are corresponding parts at or near the junction of the pipeF and flange D, as shown in Fig. I.

Vithin the cylinder C, between its piston c and annular flange C', is located the annulai valve-ring C4, having annular packingring C5, for effecting a steam-tight connection between it and the interior of the cylinder C, as shown in Fig. l. DV1 and D5 are corresponding valve and packing-ring arranged within the cylinder D, as shown in said Fig. l.

Between the annular valves C4 and' D4 are located the rods II H Il, the ends of which lie in contact with the interior faces of the respective annular valves CL D", as shown in Fig. l, by which arrangement the movement of one of said valve-rings will cause a corresponding movement of the other during the operation of my improved engine. The rods H H I'I are made to pass through stufingboxes c7 and di in the respective flanges C and D', as shown in Figi.

Midway upon the pipe G is located the sleeve I, having a port or perforation i, adapted IOO to be brought in communication with one or the other of the central ports c d on the sleeve G, as shown in Figs. 1 and 3, which sleeve I is guided forward and back on the sleeve G by means of the plate or washer fi', fitting within the perforation or porti' and secured to the pipe G by means of the screw fi or equivalent device, as shown in Figs. 1 and 3.

CG and D(s are oil-cups attached to the respectivel cylinders C and D at or near their outer ends, as shown in Fig. l, for the purpose of lubricating the interior portions of said cylinders and their respective pistons during the reciprocating motions of the latter Without any bacl-p1essure ot4 the live steam or other motive power usually encountered in engines or motors.

The operation of my improved engine or motor is as follows: IVe will suppose that the parts are in their respective positions, as shown in Fig. l. The steam or other pressure from the branch F enters the port t" in the pipe I and passes through the port c into the pipe G and out through the ports c c into the cylinder C, between its head or llange C and the piston c, causing the latter to move in ,the direction of the arrow shown in Fig. 1, and thus to impart a partial rotary motion of the crank e and its shaft e, while at the same time the steam in the cylinderD is permitted to vpass out through the annular valve D4, passage d3, and exhaust branch D3, as shown in Fig. l. During this movement of the pistons c tl the exhaust passage leading to the exhaust C3 is closed by the annular valve G4, as shown in Fig. l. As the pistons c and d reach the end of their stroke in this direction, the piston d comes in contact with the annular valve D4, causing it to move for- Ward sufficiently to close the annular port (Z3, leading to the exhaust D3, and, as the valve D4 actuates the valve G4 bythe agency of the rods H I-I I'I, the said valve C4 is moved in the direction of the arrow shown in Fig. l sutliciently to connect the interior rear portion of the cylinder C with the exhaust branch C3 at or about the same time as the end of the sleeve I is brought in contact with the stufting-ring c4, ,causing the port t' on said sleeve I to be brought in communication with the port CZ on the sleeve G,- and thus a reversal of the movements of the respective parts takes place, and so on.

VhatI wish to secure by Letters Patent, and

claim, is-

The cylinders C D, open in their outer ends, and having the pressure-supply pipe F secured to and connecting their inner ends, and having the respective circumferential exhausts c3 cl3, combined with the pistons c d, connected together by means of the ported pipe G, having partition G, supply-ports c d on opposite sides of said partition, the ported valve-sleeve I, surrounding the pipe G, as described, ports c d at or near the respective pistons c d, and the annular valves C4 D4, connected together for operation, as herein set forth.

In testimony whereof I have signed myname to this specification, in the presence of two subscribing witnesses, on this 10th day of J anuary, A. D. tsss.

ADDISON S. HODGES. lVitnesses:

ALBAN ANDRN, HENRY CHADBOURN. 

